Fluid-control means for motors



May 26, 1925. 1,539,271

- F. POKORNY FLUID CONTROL MEANS FOR MOTORS Origina1 FilgdMay 1, 1920 a bbozmm V Patented May 26, 1925.

UNITED STATES PATENT oFFicE.

FRANK POKORNY, OF MAMA'BONEOK, YORK, ASSIGNOR, BY DIRECT AND MESNE ASSIGNMENTS, OE ()NE-I'IALE TO FRANCIS WV. KEEGAN, OF NEW YORK, N. Y.

FLUID-CONTROL MEANS FOR MUTORS.

Application filed May 1, 1920, Serial No. 378,190. Renewed September 18, 1924.

To aZZ 0.0710272- it may concern:

Be it known that I, FRANK Pononnr, a citizen of the United States, and resident of Mai'i'iaroneck, in the county of \Vestchester and State of New York, have invented eerl ain new and useful Improvements in Fluid- Control Means for Motors, of which the following is a specification.

This invention relatesto fluid supply control means for internal combustion engines and my present improvements are directed to certain novel means new incorporated by me in the structural organization. comprised in my earlier patent application Serial No. 338,747, whereby said organization is rendered more effective in its operation.

Said earlier application includes a gravity return valve which opens to permit the passage of fluid in larger volume to satisfy the demands of the engine as its speed increases, the valve being actuated by the suction pull of the engine against gravity plus a suction drag to which said valve is subjected, wherein the influence of the suction drag force is more pronounced during the earlier portion of the valves opening movement.

Therefore my invention has been devised for the purpose of providing automatic means, actuated by the aspiratory tension of the engine, to maintain a constant vacuum condition in the manifold at all engine speeds, and to control the area of the fluid passage between the carburetor and intake to thereby regulate the siphonage effect upon the fuel nozzle, so that the varying pressure in the manifold will draw fuel in proportionate quantities from the nozzle to provide satisfyingfuel and air mixtures for all rates of engine speed.

This means that with the smallest opening to the fuel mixture passage the vacuum will be high in the passage and consequently air will enter the passage at high speed though in relatively small volume, and therefore will have the effect of drawing in fuel from a small fuel nozzle in atomized condition but in quantity suited to the engine requirements at low speed.

Briefly expressed, my invention consists of means included in the passage from the -arln1reter to the intake manifold, to normally restrict the size of said passage so that at low engine speeds the engine tension will be relatively high, enabling it to main tain a manifold pressure low enough to siphon liquid fuel from the carburetor nozzle in sufficient quantity to form, with the aspirated air, fuel mixture suited to low engine speed requirements.

The controlv means which permits and regulates the increase in area of the fuel mixture passage from the carburetor to the manifold comprises a free valve which operates in a vacuum chamber that is subjected to the varying pressures in the manifold, said valve being raised a greater or less extent and thereby increasing the size of the fuel mixture passage more or less, according to the degrees of pressure variation in the n'ianifold, and hence according to the changes in engine speed.

As the engine speed increases the pressure in the manifold is correspondingly reduced and thus the siphonage effected upon the fuel nozzle is increased, causing the liquid fuel to issue more freely; and as a function of the lower pressure in the manifold the free valve operates to increase the area of the passage clearance, while greater siphonage effect is applied to the fuel nozzle and thus'an increased flow of fluid is provided for the higher engine speeds, and the pro portionality of the mixture is also preserved.

The free valve opens more slowly at first because the clearance which comprises the communication between the fluid passage and the vacuumehamber remains constant in area during the initial portion of its rise, but beyond a certain point in that rise said clearance enlarges and then the reduced pressure of the manifold becomes more effective upon the vacuum chamber and permits the pressure of incoming fluid mixture to open the valve more rapidly.

Also I provide clearance means at the opposite end of the valve, in communication with the vacuum chamber, to thereby enable the lowered pressure to function as drag force in retarding the valve operation.

Other features and advantages of my said invention will hereinafter appear.

in the drawing Figure 1 is an elevation, partly in section, of a fluid passage including my improved control means.

Fig 2 is a partial sectional view thereof with an added feature.

lilil Fig. 3 is a similar view with a modification.

Fig. 4- is a similar View, with a further modification.

Fig. 5 is a similar View, with a still further modification.

Fig. 6 is a section on the line 6'6 of Fig. 3, and

Fig. 7 is a section on the line 77 of Fig. 2.

In the drawing, let 1 indicate a tube which is in conununication with a carburetor (not shown), and let 2 :in dicate a tubewhich communicates with or forms part of an engine intake manifold. The tubes 1 and 2 are connected, as by flanges, 3, 4 by means of an intermediary, cylindrical casing 5, which serves asa duct or passage for the fuel. mixture flowing to the engine.

In tube 1 I have shown a throttle valve 6, which however may be otherwise located. The elements .of the control means, to be hereinafter described, may be snugly contained within the casing 5, that may be a casting, as by a threaded annulus 7 that is screwed into the lowerend of easing 5, the annulus 7 itself forming a supporting base for said elements.

In this manner, by removing the bolts 8 that ainit-e flanges 3, a, with'the flanges 9 of easing .5, the latter, withthe contained control elements, may be bodily removed from its line position.

Fitting within the lower portion of easing 5., andsupportedion theannulus 7 is a cylindrical member having the outer concentric wall 10, the relatively shorter, inner concentric wall 11, in spaced relation with wall 10, and the concentric base 12 which is common'toboth said walls and forms the lower closure-ofa concentric spaceor chamber 13 that is bounded circularly by said walls and 1.1. Also the wall '11 forms the lower portion of the fluid passage to the engine.

Carried by arms 14L that are borne by the wall 11 is a centrally disposed nozzle member 15., which is provided with an axial orilice .16, for the flow of a restricted volume of fluid; and, as also shown in my said co- .aendin an ilication a concentric Y assa e b .L 7 2D portion 17 extends up from the wall 10, carrying the inwardly directed arms 18, which 7 support a centered :cone 19 in the path of the fluidcascending to the manifold.

The portion 1'4", which has a shoulder or under surface 20=overhanging the concentric space 29, whichcomprises a vacuum chamber, is provided with a lower cylindrical portion 21 as part of its inner surface, said surface continuing upwardly from portion 21, at an outwardinclination, to a point near the upper end of portion 1.7, where it has a re-entrant incline. V

The outer conformation of nozzle member 15 is teat of a double cone, having the upper conoidal portion 22, and the lower, inverted conoidal portion 23, the junction of said conoidal portions representing the major diameter of the member 15, whose periphery, in the horizontal plane of said major diameter, eo-acts with a tubular valve member 24 for the passage-0t regulated supplementary quotas of fluid in a manner to be hereinafter described.

The tubular valve 24 has an intermediary or body portion, with an upward skirt-like portion 25, and a lower, skirt portion 26, the skirt 25 extendingfrom the most restricted diametral part otsaid body portion, while the skirt 26 depends from the .major diametral part thereof, 2

It is at :the most restricted diametral part of the valve body portion that said valve is contiguous to the nozzle member 15, at the major diameter thereof, because it is the function of the valve :to rise and recede from that location to thereby provide..-tor the passage of fluid in regulated volume.

Interiorly of the said restricted diametral part of the valve body portion, the latter is given a downward and outward. inclination, designated as inclined surface 27., that lies above the upper peripheral edge 11 of wall 11. Valve 24;, at. the outer surface of its body portionandskirt 26 is in slidable relation with wall10, and said skirt 26 has at its lower end .an inturned concentric flange 28, whose inner periphery is located in slid able relation tothe wall 11,-so that the space 1 3 is reduced in area by the thickness .ofskirt 26 and flange 28 therein, and said :reduced space is bounded by wall 11, skirt 26 and flange 28. Therefore valve 24 is normally seated by gravity with its flange 28 upon base 12, and theelearances between the valve and wall lOand-between the inner periphery of flange 28 and wallfill, though said clearances are sufiicient only to permit slidable movement 1to the valve, also serve another function which will be treated of hereinafter.

The vacuum chamber 29 is ,provided for the operation of valve 2& under the aspiratory tension of the engine, said chant her being bounded by wall 10, skirt 25, surface 20, and an opposed; surface 30 which comprises the upper surface of the valve body portion, whereby the rarification and suction pull in chamber 29, vplusthe impinging pressure of ascending .iiuid against the inclined surface 27, tend to raise said valve.

As explained .inany said -co-pending application, the suction pull of. the engine takes effect in the chamber 29 through the clearance between the cylindrical portion 31=ofskirt 25 andthe surface 21. thisclearance enlarging with the rise of the rake to agiven point owing tozthe special form: tions .of the skirt 25 and the portion 17, whereby theopening of valve 24 during the low range of engine speed is slow, and is means set up for the same purpose in my said co-pcnding case.

Thus the suction drag which I have previously relied upon is rendered more ellcient in my present improvement, because the tango 28, opposed to the base 12, is subjcct to suction pull exerted through the clearances that. exist between wall 10 and skirt 26, and between wall 11 and the peripheral surface of flange 28-, and the entire bottom surface ot valve 24 presents considerable etl cctive area to the influence oi the drag torce. The short passage for air flow presented by the latter clearance. it will be :uiprcciatml, greatly limits the Friction to which such air flow is subjected.

In the operation of the device, when fluid is being aspirated past the valve 24 as well as through orifice 16, some rare-faction 0c curs in space 13 due to the fluid flow past edge 11 of wall 11, but'the degree of lift iorce thus exerted is inconuncnsurate with the degree of suction drag applied through. the reduced clearance. Besides, the available pressure area of incline 27 is reduced by the location of wall 11, which exposes only the upper portion of said incline to impingement by the ascending volume of fluid.

I'Vith the drag force exerted to retard the valve lift its opening movement is rendered desirably sluggish during the early range of engine speeds, so that the volume of fluid that passes said valve is relatively small, and it is not until a considerable increase in engine speed has been attained and the clearance to vacuum chan'iber 29 has onlarged to a point where the suction pull exerted in said chamber is much more GlIGC- tivethat the drag is preponderated by the suction pull sutticiently to cause the valve to then lift with appreciably greater progressive. rapidity.

The additional Feature illustrated in Figs. 2 and '7 consists of a duct 32 which extends through valve 24 from a point adjacent to the fluid path between the contiguous portions of the valve and member 15, said duct continuing into a vertical channel 33 that extends down the outer surface of skirt 26 to the botton thereof. thus forming a vent through which suction created by the fluid low past the valve materially amplifies the drag force applied to the valve base.

Also. in Figs. 3 and 6 a modified vent means shown as comprising an orifice 34 provided in portion 17 in communication with a vertical channel 35 extending down the. rear surface of said portion and down the rear surface of Wall 10, to the base 12, where it communicates with an orifice extending horizontally to a point beneath the valve 24, and to a vertical opening, regulated by needle valve 86, for the application of suction drag torce to the valve base.

Instead of, or in addition to the means previously described for amplifying the degree of suction drag tlorce provided for retarding the lift of the valve, I may employ means in conjunction with the vacuum chamber 29 to limit the suction lift force appliable thereto during a portion of its opening movement. Thus, in Fig. 4 I have shown said vacuum chamber 29 as having a vent composed of a series of tiny orifices leading to the atmosphere, so located as to be fully effective in nulli'lying a part of the suction eii'ort until the valve has been raised to pro-' vide a given extent of opening, and there after becoming progressively less effective. The vent orifices, which extend through wall 10 and easing 5, are arranged to become ineffective in succession as the valve rises in the vacuum chamber, and, with the concomitant opening by the valve of the fluid passage on account of accretion in engine tension under the acceleration of engine speed, the suction pull becomes progressively stronger in said vacuum chamber, and thus the valve is moved upwardly with progressively greater rapidity.

Still further I may provide similar vent orifices 37 (see Fig. 5) to open to the atmosphere the clearance between the valve bottom and base 12, at a point where the lift of the valve represents the upward limit of that lift with respect to the low range of engine speed, whereby the suction drag force, from that point in the valve lift, becomes progressively less etfectivc as the orilices 37 are successively uncovered in. the valve movement.

Variations may be resorted to within the spirit and scope of my said invention, and parts thereof used without others.

I claim 1. In fluid supply means for internal combustion engines, in combination, a control valve, means whereby said valve is caused to open under the suction pull created by the aspiratory operation of the engine, a lower skirt portion for said valve, a flange for said skirt to enlarge its area, a concentric chamber in which said skirt portion operates, and means whereby the influence of the suction pull is exerted as a drag force upon said valve skirt and flange to retard the valve opening movement.

2. In fluid supply means for internal combustion engines, in combination, a control valve, means whereby said valve iscaused to open under :the suction pull created by ithe aspiiratory operation of theengine, a chamber in which said valve is operable, means of communication whereby sztidw-alwe is sub jected to a drag force, opposed to the lift force, by said suction pull, and vent means to modify the drag force.

3. In fluid supply control means for in;- ternui combustion engines, in combination, s passage for fluid flow having a restricted portion, a controlvalve to co-act with said restricted portion, means wherebyssid -valve is caused to open under the suction pul l CFGttd by t11e .:aepi1 mtony operation of the engine, means of communication whereby said valve is-also subjected to drag force by said aspina'tol y :operation, and vent means extending -f=1:on1- a point adjacent said westvicted portion to supplement the drag force.

Signe'ch at the bo goug'h of Manhattan in the city, county-andState-0f New York this .ZQnddayo'f Apnil A. D; 1920.

FRANK BQKOR'NY, JR.

efl'ect produced at the passage between the oaloe and cone, causing the mixture to Certificate of Correction.

It is hereby certified that in Letters Patent No. 1,539,271, granted May 26, 1925, upon the application of Frank Pokorny, of Mamaroneck, New York, for an improvement in Fluid-Control Means for Motors, errors appear inthe printed specification requiring correction as follows: Page 2, line 21, after the Word located strike out the period and insert a comma and the Words prooided it is situated between the carburetor and fuel miatnre passage; page 3, after line 63, insert The depression abore the cone is by this pent communicated to the oaloe base, thereby supplying the additional drag forcefor restricting the valve opening until the preponderating suction pull has raised the oal've snficientlg to enlarge the clearance at 2.7, 31. At carping engine speeds and loads there is a strangling flow therethrongh at high nelocitg with consequent drops in temperature and with re-atomieation of the fuel, the particles whereof have the tendency to coalesce after partial atomization in the carburetor or upon passing the parity open throttle prior to reaching the valve passage; and that the said Letters Patent should be read with these corrections therein that the same may conform to the record of the case in the Patent Ofiice.

Signed and sealed this 30th day of June, A. D. 1925.

[SEAL] KARL FENNING,

Acting Commissioner of Patents. 

